Automatic power transmitting mechanism



June'O, 1936. J. E. PADGETT AUTOMATIC POWER TRASMITTING MECHANISM 5Sheets-Sheet 1 Filed April 25, v 1953 GWA/1,15

June 30, 1936. 1 E PADGETT 2,045,610

AUTOMATIC POWER TRANSMITTING MECHANISM Filed April 25, 1933 5Sheets-Sheet 2 June 30, 1936. 1 E, PADGETT 2,045,610

AUTOMATIC POWER TRANSMITTING MEGHANISM Filed April 25, 1935 5Sheets-Sheet 3 June 30, 1936. J. E. PADGETT AUTOMATIC POWER TRANSMITTINGMECHANISM Filed April 25, 1935 5 Sheets-Sheet 4 www JOM/abi Mayd/ JMMV/Juneso, 1936,

v J. E. PADGETT AUTOMATIC POWER TRANSMITTING MECHANISM 5 Sheetg-Sheet 5Filed April 25, 1933 Cil lliatentetiv .iune 30, i936 EJ'EUMATI'EC POWER.TRANS'E -cnaNrsi/r J .lloseph IE. Padgett, Toledo, @hic ApplicationApril 25, 1933, Serial Naiiil ce c. (ci. ia-269i to automatic powertransmitting mechanisms in.

which power is `delivered from the driving'to the driven member withsuicient torque ampliiication at relatively low driven speeds to pick upthe loadand to accelerate thev driven shaft until it is rotating at aspeed where the prime mover can drive the load without theaid of torquemultiplication, when the driven member is automatically coupled to thedriving member.

Vario-us automatic power transmitting mechanisms have'heretofore beenproposed, but none 'of such prior automatic transmissions have beencommercially feasiblevbecause of the complicated mechanisms utilized,their failure to perform all of lthe functions necessary forpracticability, their high cost of production, lack of durability andreasonable life, and excessive size 'and Weight necessary to transmit areasonable amount of While intensive; development work has beencarriedforward, and vastexpenditures of time and money have been made inefforts to produce automatic transmissions for automotive, industrialand like uses, that will meetv the essential requirements o'f low cost,reasonable life, and satisfactory operation,

tofore failed. f

The prior proposed unsuccessful mechanisms have all been designed topick up the driven loads with a of slippage, with the result thatexcessive torque multiplication has been necessary to start the loadsywith prime movers'inherently limited to a comparatively small torquedelivery at low operating speeds, such asfinternal/ inefiicient andimpractical mechanical design thereof. To avoid these diculties,multiple torque ratio mechanisms, designed to give flexibility an`dproper functioning, have been heretofore' proposed, but theyhave'failed'because of the complexity of the mechanism involved, theircomparatively short life' in practice, high cost, @and inability todeliver the power necessary when l when Ithe driven member isoperatingat a l sumcient to enable the prime mover to ilev sucheiorts have allhere- In efforts to provide low cost constructed in practically .usablesizes and weights. f In'myco-pending application, Serial Numbe combinedslipping drive and torque multiplying automatic transmission mechanismswherein the Aprime mover is permitted to operate ata sumciently highspeed 'to apply substantial torque, and preferably'approximately maximumtorque, to the torque multiplying mechanism at'all t when thespeed ofthe driven member is below 643,744, filed November 21, i932, I havedisclosed the point where the prime mover can handle the load in directdrive, in combination with mecha 'nism operative to automaticallyestablish direct drive between the driving and driven members the loadwithout torque multiplication. mechanisms are simple in design, highlyemcient in all phases of their operation, low in cost .and

compact, perform the manifold functions i. to automatic or similardnves, and. deliver the.

-like as prime movers for electrically and st driven vehicles andindustrial drives such as loeomotive, elevator, drier, conveyor, crusher,l

similar drives requiring heavy starting torque,

whichhave been heretofore-driven by expensive prime movers in which.lowl `cost and efliciency starting torque at very low starting at Thepresent invention provides automatic -power transmitting mechanismslhaving' the highly desirable operating characteristics of thosedisclosed in my copending application above referred to, and' furtherhighlyv desirable characteristics to be hereinafter pointed out, but areconstructedy in, a somewhat dierent manner. The presentapplicationaccordingly'is a continuation in part of my above mentioned copendingapplication. l z n n It is a primary object of the present invention to.provide compact and light, but durable and mitting mechanisms. y y

Another maior object of the present invention is to provide novelautomatic power transmitting mechanisms, which will transmit power fromthe 55 have been necessarily sacrificed to secure large highlyelncientimproved automatic power transprime mover to the load through atorque multiplying mechanism when the load handled by the mechanism isbeing started or is operating at relatively low speeds; which willautomatically establish a direct drive between the prime mover sslipping, lorque multiplying coupling when the 'the load without torquemultiplication;

load is being. started or is operating at a relatively low speed; whichwill directly couple the prime mover with the load when the speedattained by the load is such that the prime mover does not need torquemultiplication to adequately handle it; and which may be manuallyoperated to prevent the transition from indirect torque multiplyingdrive to direct drive from being automatically effected.

Another important object of my invention is to provide automatic powertransmitting mechanisms of the character mentioned with means forestablishing a reverse drive between the prime mover and the load and tosimultaneously render the mechanism inoperative tot automaticallydirectly couple the prime mover and load.

'Ihe present invention further aims to provide novel power transmittingmechanisms which will automatically establish a torque multiplyingconnection between the prime` mover and theload when the load is beingstarted or is operating at relatively low speeds;A which will directlycouple the prime 4mover and the load when the load has attained a speedsufciently high that the prime mover can adequately handle it withouttorque multiplication; and which may be operated to permanentlyestablish a torque multiplying connection between the prime mover andthe load for preventing the prime mover and the load from beingautomatically directly coupled.

A furtherobject of the present invention is to provide automatic powertransmitting mechanisms which will automatically transmit power from theprime mover to the load through a torque multiplying mechanism when theload handled by the mechanism is being started or is operating atrelatively low speeds; which will automatically directly couple theprime mover and the load when the prime mover can handle and which hasmechanism associated with the torque multiplying mechanism fordisconnectingl the prime mover and load. y

Another objectv of the present invention is to provide automatic powertransmitting mechanisms of .the character mentioned with a torquemultiplying mechanism which is normally inoperative to transmit drivingeilortsto the prime mover when the-load is tending to drive the primemover but which may be controlled to cause the torque multiplyingmechanism to become opermatically disconnected when the prime mover isoperating substantially below the speed of eilicient torque delivery,with means for transmitting torque from the load to the prime moverunder such conditions.

It is a further object of the present invention to provide automaticpower transmitting mechanisms which will automatically disconnect theprime mover from the load when the prime mover is operatingsubstantially below the speed of efiicient torque delivery; which willautomatically transmit power from the prime mover to the load through atorque multiplying mechanism when the prime mover attains apredetermined speed; which will automatically directly couple the primemover and the lcad when the respective speeds of the prime mover and theload are so correlated that the prime mover can adequately handle theload without torque multiplication;

and which may be controlled to establish a coun pling for transmittingdriving efforts from the load to the prime vmover during any phase oftransmission operation.

A further object of the present invention is to provide powertransmitting mechanisms of the character wherein the prime mover andload are normally automatically disconnected when the prime mover isoperating below the speed of enicient torque delivery, with means fortransmitting torque from the load to the prime mover during any phase oftransmission operation and which will automatically become ineffectivewhen the prime mover tends to transmit torque to the load.

It is another object of the present invention to f" provide a noveltorque multiplying mechanism having torque multiplying elements that arenormally operable to transmit rotative efforts from the prime mover tothe load, and which may be operated to transmit retrograde rotativeeiiorts from the prime mover to the load.

It is a further aim of the present invention to provide novel torquemultiplying mechanisms having torque multiplying elements which arenormally operable to transmit rotative efforts -frolri the prime moverto the load; which may be operated to disconnect the prime mover and theload, and also operated to transmit retrograde rotative eiforts from theprime mover to the corporated therein may be completely isolated fromthe torque multiplying mechanisms and.

bearings so that the clutch mechanisms utilized may be of the dry orself-lubricated type, thus avoiding uncontrollable'modiflcation of theop- I eratlng characteristics thereof through exposure to gear andbearing lubricants.

A still further object of my invention is to provide novel automaticclutch mechanisms that are rugged, simple in design, and highlyefiicient and 2,045,610V v f type wherein a plurality of automaticclutch l mechanisms operate in sequence to establish a torquemultiplying coupling and then a direct coupling between the prime moverand the load, with means for manually declutch'ing any of the automaticclutch mechanisms during any phase of operation. Further objects of myinvention will become apparent as the description thereof proceeds inconnection with the annexed drawings and as `pointed out in the annexedclaims. n the drawings:

Figure 1 is a longitudinal sectional view of one form, of automaticpower transmitting mechanism embodying n n! invention.

Figure 2 is a fragmental sectional view of the primary clutchillustrated in Figure 1.

Figure 3 is a fragmental sectional view of the primaryI clutch mechanismof Figure 1, illustrating the parts in the positions they assume whenthe clutch is engaged.

Figure 4 is a fragmental sectional View of the secondary clutchillustrated in Figure 1 with the parts disposed in engaged condition.

Figure 5 is a sectional view taken substantially on line V-'V of Figure1, looking in the direction of the arrows. t

Figure 6 is a sectional view taken on Jthe line VI-VI of Figure 1. y

Figure 'l is a sectional View taken substantially on the line VII- VIIof Figure l, illustrating the parts as they appear when viewed in thedirection of the arrows.

Figure 8 is an elevational view on a-reduced scale of the mechanismillustrated in Figure 1, `showing the mechanism for controlling theoperation of the cross-shafts.

Figure 9 is a longitudinal sectional view of another form of automaticpower transmitting mechanism embodying my invention.

Figure 9A is a fragmental sectional view taken substantially on the`line IXa-IXa of` Figure 9.

Figure 10 is a sectional view taken substantially' upon the line X-X ofFigure 9, with parts broken away to more clearly illustrate thestructure involved. f

Figure 11 is a fragmental sectional view of the primary clutch mechanismillustrated in Figure 9, disclosing further details of the construction.

in the direction of the arrows.

Figure 13 is a sectional view taken on line v MII-XIII of Figure 12.

Figure 14 ,is an elevational view illustrating the control "mechanismfor the device illustrated in Figure9.

Figure 14A is a fragmental view illustrating the device shown in Figure14 as it appears when provided with a different type of' cam.

Figure 15 is a longitudinal sectionalview illustratng a furthermodification of my invention,e

and

Figure 16 is an elevational view of the m/'echanism disclosed in Figure`15. u

Referring to the drawings, wherein like ref- .erence charactersdesignate like parts throughout the several views, in Figure 1 a housingi is shown, which may be connected to a prime mover ing l is provided,approximately centrally of the length, with an inwardly extendingannular iiange 2.A

Secured to flange t of engine or driving shaft 5, by means of bolts t orthe like, in well known manner, is web portion l of iiywheel t. Disposedin axial alignment with drivingv shaft 5, and mounted for rotation, isdriven shaft il, whichJwill be hereinafter termed the intermediate shaftand which is reduced at i2 vand journaled in a suitable antifrictionpilot bearing assembly Y it, mounted in web l of iiywheel and in a borein the end of shaft 5 inwell known manner.

Primary ciutch mechanism Intermediate shaft ii' has the other endthereof operably connected to a novel automatic transmission foramplifying the torque applied to the iinal driven member in ,a manner tobe presently described. Shaft ll has a splined portion ld upon which acorrespondingly splined hub l5 is slidably mounted. Hub i5 is providedwith a iiange i6 to which is secured, by means of rivets or theiike, adriven disc il. While I have disclosed disc l'l as being rigidly securedto flange it of hub l5, it is topbe understood that if it is desired asuitable 'resilient coupling, of any well known construction, may beinterposed between these two members for the purpose of dampening outtorsional vibrations set up in the crank shaft of the engine.

Each face of disc il, near its periphery is provided with a facing i9and 2li respectively, which may consist of any material that has therequired characteristics to give the correct frictional grip-l pingforce, and at the'same time has wearing qualities adapting it for thispurpose.` I prefer, however, to use the types of material which inpractice have given very satisfactory results in an automatic slippingdrive and clutch 'mechanism of the Poweriio type. Frictional facings l@and 2E) may be secured to disc il in any suitable manner as for instanceby rivets or the like.

Facing i9, secured to disc il, cooperates withl the ilat face offlywheel t and is adapted to be L engaged and frictionally driventhereby. Facing 2li, provided on disc El, cooperates with a plate 22which will be hereinafter termed the automatic yplate for the reasonthat it is automatically actuatedand is adapted to engage and clampdriven member it between it and the iiat face of the iiywheel. Disc il,along with hub l5 and facings i9 and 2li, constitutes the driven.member, and

this entire driven assembly will be hereinafter termed driven memberl'i`for sake of brevity.

Plate 22 is of substantial thickness so that it may possess a sufficientdegree of rigidity to prevent distortionf'and warpage thereof duringoperating conditions.

Plate 22 is driven with flywheel and is permitted to move axiallythereof for clutching and declutching purposes, by means of radialrecesses Disposed parallel to automatic plate 22, Vand also mounted forrotation with flywheel 8, is a plate 28 which willhereinafter be termedthe reaction plate because it takes the reaction of the automaticweights in a manner presently to be described. Referring moreparticularly'to Figures 1 and 2 of the drawings, automatic plate 22 andreaction plate 28 are urged toward each other by means of hold-backbolts 29 that are threaded into automatic plate 22 at 3|, and slidablyfit in apertures in reaction plate 28. Bolts 29 are encircled bycompression springs 32 which seat at one end directly against reactionplate 28, and at the other end react against the heads of bolts 29.Bolts 29 are preferably three in numbenand are spaced at approximately120@ intervals` about the periphery of plates 22 and 28. Automatic plate22 is keyed to rotatel with flywheel 8, land bolts 29 therefore functionto cause the reaction plate 28 to ro ate with, or be driven bylautomatic plate 22 an flywheel 8. It is to be'"understood however thatif desired, I may employ additional means for keying the reaction platedirectly to plate 22 or ywheel 8, withoutdeparting from the spirit ofthe present invention.

Reaction plate 28 is normally urgedtoward the flywheel by means of aplurality of compression springs 34 interposed between plate 28 andinner wall of disc portion 35 formed on cover plate 25. The ends ofsprings 34 are centered and held in position in the mechanism by meansof flanged sheet metal cups 36 and 31 located in apertures in theautomatic and reaction plates respectively. Cups 3|;Y and 31 areapertured and slidably receive bolts 38 having nuts 39-threaded thereon.The bolt and nut assemblies cooperate with cup members 36 and 31 tolimit movement of reaction plate 28 away from cover plate 25 under theinfluence of springs 34,

' and in Figure 1, plate 28 is shown in its limit of movement away fromcover plate 25.` Nuts 39 are 4adjusted at the factory to bring automaticplate 22 into parallelism with the flywheel and with the proper idlingclearance between it andy the driven member for automatic idlingcondition. Nuts 39 may be subsequently adjusted to dispose the automaticplate closer to the flywheel when facings I9 and 28 have worn .thin asthe result of wear -in operation.

'I'he preferred automatic speed responsive or centrifugal operatingmechanism willA now be described. The reary face of automatic plate 22is provided with a plurality of elongated bearing- ,sists of a leversection 43, which is of substantial width and is received in alignedrectangular apertures 44 and 44 formed in cover plate 25 and reactionplate 28 respectively. Levers 43 carry at their extremities heads 45,which seat inreceases 4| and each of which is provided with a flat face46 that normally abuts the bottom face of its respective recess 4| inautomatic plate 22 when the engine or prime mover is operating at idlingspeed or is stationary. Heads 45 are also provided with a reaction'face41 which normally abuts the face of reaction plate 28 and is' designedfor fulcruming engagement therewith during operation of the weights.Heads 45 have their outer sides relieved to provide knife-like edges 48which are adapted to rotate or pivot in gal force.

the angular seats defined by the bottom faces and outer walls ofrecesses 4| formed in automatic plate 22. The relieving operationenables a good knife edge to be formed on each weight head 45, andallows pivotal movement thereof without interference from the outer sidewalls of recesses However, unrelieved Weights may be employed inrecesses that are suitably designed. so as to have relieved outer sidewalls. When plates 22 and 28 are separated, heads 45 of weights 42 maybe lifted out of recesses 4|, and the weights removed from themechanism. 'I'hls is a de-n sirable feature because the weights can bein- -tegrallyv formed and readily incorporated in the mechanism afterthey have been completely machined, thus cutting down production costs.Knife edges 48 are adapted to cooperate vwith the flat bottom facesofrecesses 4| land thereby act in line contact upon plate 22 for asubstantial distance across the face thereof, whereby uniformdistribution of pressure around substantially the entire area of theautomatic plate is effected.

'Ihe mass of Weights 42, and the number employed in a particularinstallation is determined 'by a consideration of the combined pressurethat they must transmit for proper operation of the clutch mechanism. Inthe automatic drive and clutch mechanism shown, three equally spacedlweight assemblies are employed.

W'hen shaft 5 is stationary, or operating substantially at a speedcorresponding to the idling speed of the prime mover employed to driveit, the parts assume the positions in which they are shown in Figure 1.-Heads 45 of weights 42 are clamped between plates 22 and 28 under theiniluence of springs 32, and plate 284 is held in the position shown bybolts.38, under the influence of springs 34. As the speed of theflywheel increases, each weight 42.gradually swings outwardly about the`edge 48 as a pivot in response to centrifu- As this occurs, reactionfaces 41 of heads 45 abut and slide on the face of reaction plate 28,and knife edges 48, by virtue of their engagement and fulcruming actionupon the flat bottom surface of recesses 4| in automatic plate 22, forceautomatic `plate 22 into engagement with facing 20 of disc |.1, thuscausing disc I1 to move axially and bring the face I9 thereof intocontact with the flywheel face. As this occurs, faces 41 of heads 45force reaction plate 28 away from the flywheel against the action ofsprings 34. Accordingly, as weights 42 swing outwardly and bring thedriving and driven members into clutching engagement, reaction plate 28is forced away from the flywheel, and due to the resilient nature of thebacking means therefor,

should vcertain Weights 42 swing further outwardv ly than the remainingweights, the pressure exerted thereby will nevertheless be uniformlydistributed about the periphery of plate 22 forvtheGO reason thatreaction plate 28 can tilt or oat and take a slight angular positionwith respect to automatic plate 22, due to the fact that its solemovement-limiting means is constituted by springs 3,4. l

If reaction plate 28 were not allowed to rock in the manner justdescribed, the reaction thereof 'against outward movement of weights 42would be unequal, and if the outward movement of certain weights weregreater than that of the remaining weights, the resulting action ofthese weights would cause a greater force to be exerted upon automaticplate 22 in the regions against which they act, and therefore automaticplate 22 might be distorted as a result of such non-uniform applicationof force thereto and clutch engagement would not be as smooth as withthe mechanism illustrated.

Referring to Figure 3 of the drawings, the cen- 5 trifugal weight theredisclosed is shown in its outermost position, and automatic plate 22 andreaction plate 28 are shown in their separated f positions, at whichtime driven member I1, carrying faces I9 and 20, is clamped securelybetween automatic plate 22 and flywheel 8 in nonslipping engagement. Todefinitely limit the swinging movement of each weight assembly in itsoutward direction an annular member 5I is secured to the cylindricalportion of cover member 25 and provides a fia-nge 52 with which weights42 are adapted to engage, thereby providing a definite stop for eachcentrifugal weight assembly so that at extremely high speeds excessivepressure between automatic plate 22 and the driven member cannot occur,and also performs the function of definitely stopping all of the Weightsin a common plane normal to the axis of the mechanism, so that at highspeeds dynamic balance of the entire mechanism is secured, and vibrationthereof avoided. It is preferable to construct member 5I in the form ofan annular member to provide a re-enforcement or stiffening element forplate 25, but it is to be understood, that if desired, individual stopsmay be provided for weights 42.

The parts of the clutch mechanism illustrated in Figure 1 are shown inthe positions they assume when the engine or prime mover is idling orstationary. As the prime mover accelerates, centrifugal weights 42gradually swing outwardly and cause automatic plate 22 to move towardand force driven member I1 against the flywheel in the manner previouslydescribed. Movement of automatic plate 22 away from reaction plate 28 isopposed by holdback springs 32, and therefore 10 vweights 42 are heldunder control and, do not and driven members when the driving memberattains a speed of approximately 1000 or more revolutions per minute.'The automatic clutch,

, in establishing a slipping drive between the prime mover and load,over a substantial speed range, permits the prime mover to operate at ahigher point on its speed-torque curve and therefore to develop moretorque than if the conditions of substantially no slippage between theprime mover and load existed.

In the particular clutch illustrated.. holdback springs 32 may be sodesigned that they urge automatic plate 22 and reaction plate 28together with a total force of approximately 400 pounds, and pressuresprings 34 are designed that they oppose the reaction of reaction plate28 with a total force of approximately 1,200 pounds when the plates arefully engaged and weights 42 are in their outermost positions'againstflange 52. Therefore, weights 42 must exert a certain force to initiateclutch engagement, and approximately four times this force to completethe engagement, when they are exerting their full pressure. Accordingly,in view of the fact that in centrifugal mechanism of this character, theavailable forces 25 vary as the square of the speed, the speed of thedriving member at the completion of clutch engagement, will be'doublethe speed at which clutch engagement is initiated, and a wide range ofslipping drive is provided, permitting the prime 39 mover to `operate atsuiicient speed to develop substantial torque at the point of completenonslipping clutch engagement.

Although this clutch mechanism is solely dependent for its operationupon the speed of driving shaft 5, it is to be understood, that ifdesired, a manually operable declutching mechanism may be associatedwith -reaction plate 28 for moving it and plate 22 away from the drivenmember to disengage plate 22 from driven memberl I1, 40

utter or vibrate. Holdback springs 32A therethereby disconnecting shafts5 and II during any fore, in addition to predetermining the speed loithe mechanism at which clutch operation is initiated, exert a. steadyinginfluence upon the mechanism. As weights -42 aswing further outwardlythey react against plate 28 and cause pressure to be gradually built upin springs 34 and this gradual build up of pressure in springs 34 causesa torque of gradually increasing magnitude to be transmitted to drivenshaft II. Rotation of intermediate shaft I I is thus initiated withoutshock. When the prime mover attains sufficient speed, weights 42 swingtotheir furthermost limits in contact with flange 52 and the driving and"-3 clutch plates will be in firm driving engagement with no slippagebetween them. A smooth automatic drive with a slipping pick-up thatpermits the prime mover to operate at ecient torque delivery speeds atall times is thus established from the prime mover to intermediate shaftII.

Holdback springs 32 and pressure springs 34 are preferably so designed,that when they are compressed by the action of weights. 42 a slippingtorque transmitting connection will be established between the drivingand driven members, for a eriod as great as or greater thanapproximately 100% to 125% of the initial engaging speed of` the drivingmember. For instance, if in the pa'r- I ticular automaticr clutchillustrated, the primary clutch commences to engage and transmit torquewhen the speed of the driving member is, for example, 5 00 revolutionsper minute, and engagement may be completedwith suflicient pressure` 7"so that no slippage will exist between the drivingA phase of operationof the centrifugal mechanism in a manner similar to that `disclosed inmy above-mentioned co-pending application.

In view of the fact that the present mecha- 45 n ism automaticallydisconnects shafts 5 and II, when shaft 5 is stationary or rotating at aspeed corresponding to the idling speed of the prime mover employed todrive it, and itis sometimes desirable to effecta driving connection toallow torque to be transmitted from the driven shaft to the drivingshaft under those conditions, cover member 25 is provided with acylindricalhubportion 53, in which a plurality of inclined teeth` orjaws 54 are formed. Teeth 54 are adapted to 55 cooperate with oppositelyinclined teeth 55 formed on a sliding clutch member 56. Member 5B ismounted for axial movement on shaft II but is restrained againstrotation with respect thereto by means of a key 51 or the like. Mem- 00ber 58 is yleldingly retained in the position shown in Figure 1 by apair of balls or pOpPets 58, slidably received in a bor'e 58 in shaft IIand which are urged outwardly by a compression spring 6I. Balls 58 areadapted to seat in recesses 62 formed 65, in member 56 for yieldinglyholding the latter in neutral position against axial displacement.

This jaw clutch, because of the conguration of `the teeth of theengaging members, is adapted to transmit torque from driven shaft II tocover 25 when engaged, but' is ineiective to transmit -torque from shaft5 to shaft II. lWhen shaft 5 tends to drive shaft .II. the eamming-Aaction'of the inclined portions` of the teeth upon` each other causegitto be automatically disen-,fl

gaged, the direction of rotation of the prime mover being indicated bythe arrow in Figure 1. When clutch member 56 is cammed into disengagedposition balls 58 snap into recesses 62 under the influence of spring 6Iand securely hold it ineposition.l e j Member 56 is actuated by a pairof levers 64 secured to a shaft 65 journalled in the lower outturnedends of a pair of bracket members 66 secured to the inner wall ofhousing I. The lower ends of levers 64 are provided with curved facesthat are adapted to cooperate with the rear face tof jaw clutch members56.

-Secured to shaft 65 by means of a pin or the like is an actuating lever68. Swivelled in an aperture in lever 68 is an apertured member 68,through which a control wire 1| extends. Control Wire 1| is held inmember 68 by means of a set screw 12 or the like, andextends upwardlyinto a flexible housing 13, which is secured to one of Vsupports 66 by aclip 14 or the like. Wire 1| and housing 13 form part of the well -knownBowden wire control, and the upper end of wire 1| is associated with acontrol knob and housing 13 isaccordingly, in a motor vehicle drive, ledup to'a convenient position on the vehicle dash for manipulation by theoperator.

Torque multiplying and related mechanisms A Secured to annular boss 2,formed on housing I, in any suitable known manner as by means of capscrews 8| or the like, is a bearing support 82, having a cylindricalange 83 formed thereon. Secured. within flange 83 against axial :lis--`placement by means of a set screw 84, is the outer race of a bearingassembly 85. The inner race f bearing assembly 85 supports thesleeve-like extension 86 of a planet gear carrier or cage member 81.Sleeve 86 is secured against axial displacement in bearing 85 by a splitring 88 that abuts the inner race thereof, and is sprung into a groovelocated in sleeve 86. The inner wall -of sleeve 86 is splined and'cooperates with similar splines located on the outer wall of a secondaryclutch sleeve 88. A lock washer 8|, having internal teeth formed thereonto cooperatewith the splines of sleeve 89, is disposed on sleeve 88 andis clamped between cage member 81. and a nut 82' threaded ony thesplines of sleeve 88. Nut 82 secures sleeve 88 against axial vmovementwithin sleeve 86, and lock washer 8| is provided with external 4teeththat are adapted to be bent to embrace the sides of nut 82 when nut 82has been turned home against the lock washer and cage member 81 to holdit in adjusted position.

The rear end of -sl'iaft I I is journalled in bushings 83 or the likelocated within sleeve 88. Shaft IVI and sleeve 88 are thereforerotatably mounted with respect to each other, and sleeve 88, and sleeve86 carried thereby, are rotatably mounte in bearing assembly 85.

Bearing support 82 constitutes a partition dividing housing I into aclutch chamber and a gear or`torque multiplying mechanism chamber,

and in order to prevent lubricant contained in nuts 88. The boltassemblies are preferably three innumber and are disposed at 120intervals about the faces of members 81 and 86; andthe cage members arealso provided with recesses located between the`bolt assemblies whichreceive planet gears or pinions 88. Planet gears 88 are hushed and arejournalled upon shafts supported in apertures in cage members 81 and S6and mesh with a pinion I0 I, preferably integrally formed on the rearend of shaft II.

Disposed in axial alignment with shaft I I, and mounted for rotation atits front end in a bushing |02 located in a recess in the rear end ofshaft is driven shaft |03. Shaft |03 may be directly connected to theload handled by the transmission, or may be connected to a Ygearreduction or the dike, and is journalled at its rear end in a bearingassembly |04 retained in an aperture in housing by a combined cap andsealing member |05 secured to housing by cap screws |06 or the like. Capmember |05 is provided with oil returning grooves |01, that cooperatewith shaft |03 to prevent leakage of lubricant from the gear chamber.

The intermediate portion of shaft |03l is provided with splines |08,with which a correspondingly splined sleeve |08 is slidably, associated.A pair of spaced flanges III are formed on the rear portion of sleeve|08, and are adapted to cooperate with a shifting device hereinafterdescribed. Formed on the front portion of sleeve |08 are a plurality ofteeth ||2, which are shown in Figure l as meshing or engaging with a-plurality of internal teeth ||8 formed on cage member 86. i l

Mounted 'for rotation in a bearing assembly IIS, secured in acylindrical bearing support ||6 carried by member 2, is the sleeveportion ||1 of an internal gear I8, that meshes with planetary gears 88.The outer race of bearing assembly I I5 is positioned in member I6 by aset screw II8, and sleeve I1 is held against axial displacement withinthe inner race by a split ring |22 that is sprung into a groove insleeve I I1. Similar split rings |23 and |24 are sprung into spacedgrooves in member II6. Rotatably mounted in member I I6, between rings|23 and |24 is a clutch member |25, having recesses'or cam pockets |26formed on the inner face thereof, and notches I 21 are formed in itsperiphery. Overrnzpning clutch rollers |28 are disposed in recesses |26and are adapted to cooperate with the cuter face of sleeve` II1. Rollers|28 are restrained against endwise displacement by means of a split ring|28 sprung into-a groove in sleeve |I1.

Referring to Figure 6, the outer faces |3| of recesses |26 are soinclined that counter-clockwise rotation of sleeve I I1 with respect tomember |25 tends to wedge rollers |28 between it and faces |3I, andthereby lock sleeve |I1 against rotation. Plungers |32, slidably mountedin recesses in member |25, are actuated by springs |33 to urge rollers|28 into wedging or locking relationship with sleeve ||1 and faces 3|.

The ends of split ring |24 are spaced apart and align with a notch |35formed in member I6. A latch member |36, rigidly mounted on alcrossshaft |31 journalled in the side walls ofv housing is adapted tohave the lower end thereof freely enter the space between the ends ofsplit ringv |24 and enter one of the notches |21 located in member |25to lock the latter against rotation, as shown in Figure 1. With latchmember I3|- disposed in one of the notches |21 of member |25, sleeve ||1and internal gear ||8 may rotate l ber |25 may rotate in acounter-clockwise direction in member ||6 as a journal, due to the factthat latch member 36 is withdrawn from notches |27 in member |25.

Internal teeth |39 are formed on the inner wall of sleeve ||'l and areadapted to be selectively engaged with teeth ||2 formed on slidingclutch member |09 for a purpose that will be pointed out hereinafter. f

.Secondary clutch mechanism Secured to a ange |4|, provided on sleeve89, by means of bolt assemblies |42 or the like is a member |43, thatsupports and encloses thev secondary clutch mechanism, which is similarin 25 general to the primary clutch `mechanism. An

automatic plate |44 is keyed to member |43 by means of a plurality ofsymmetrically disposed shouldered pins |45 which. seat at one end inrecesses |46 formed in the periphery of plate |44 and at their otherends are received in bores |4`| located in member |43. Disposed inparallel relation to plate |44, and keyed to member |43, by

shouldered pins |46 in a similar manner to the f,

` auomatic plate, is areaction plate |49. Plate |49,

" punder the conditions illustrated in Figure 1, is

V normally yieldingly urged into contact with an annular boss |5| formedin member |43 by a plurality of compression springs |52. Springs |52seat directly against plate |49 and react against l a cover plate |53secured to the rim of member |43 by cap screws |54. Springs |52 arecentered on plate |53 by retainers |55 secured in apertures in plate|53. Plates |44 and |49 are urged toward each other by means of aplurality of 4f shouldered lholdback bolts |56 extending throughapertures in plate |49 and threaded into plate |44 at |5'|. Bolts `|56are actuated by compression springs |58, disposed against the headsthereof and bearing against the face of plate |49.

5') While in the present instance, I have disclosed springs |56 andbolts |56 as telescoped within springs |52, it is to be understood thatthey may be arranged in circularly spaced relation and a practicalmechanism obtained. x

"5 Mounted for axial movement upon shaft and keyed thereto by means of akey |59 or the like, is a hub |6| having a ilange |62 formed thereon.Secured to flange |62, by rivets or the like, is a driving disc |63 thathas its central portion offset to clear bolt assemblies |42, and has itsperipheral portion disposed between automatic plate |44 and the planeface of member |43. Disc |63 has facings |64 secured thereto, whichpreferably have a higher co-eflicient of friction than lthose employedin the primary clutch mechanism for a purpose that will presentlyappear. Disc |63 is adapted to be clamped between plate |44 and member|43 for transmitting torque from shaft to member |43 and sleeve 85.

v70 Plate |44 may be automatically actuated away l from reaction plate|49 in accorda-nce with the speed of member |43 to clamp disc |63between' it and member |43 by anysuitable speed responsive means. In thepresent instance, it takes the form 7 of ay plurality of centrifugallyoperableweights formed on bracket members |61.

andere I '27 |65, which are preferably three in number and are pivotedon pins |66 secured in spaced ears Brackets |61 are secured to plate |49by cap screws |68 or the like andare provided with shoulders or stops|69 Y 5 against which the inner faces of weights |65 bear when they aredisposed in their innermost or neutral positions. A pair of spacedlevers |l| are formed on each weight |65, and secured in them is a pin|12, upon which a roller |13 is journalled. l0 Each roller assemblyextends through an aperture |15, in plate |49 and cooperates with aradial v recess |14 in plate |44. Plate |44 is restrained from furthermovement toward reaction plate |49 under the conditions illustrated inFigure 1, under l5 the influence of holdb'ack springs |58 by rollers |13acting through levers |1| and weights |65, the latter being held againstfurther inward movement by their stops |69.

4As sleeve 89, and member |43 are accelerated 20 above a predeterminedspeed, a, similar acceleration is imparted to weights |65, and theygradually pivot outwardly, in response to centrifugal force. As thisoccurs, rollers |13 act upon automatic plate |44 and cause it to movetoward the 'l5 driven member against the action of holdback springs |58.When plate |44 has been moved axially suiciently under the influence ofweights |65 to clamp disc |63 between it and member |43, a torque ofsmall magnitude is transmitted to 30 member |43, and reaction plate |49is forced away from its seat |5| formed on member |43 and pressurebuild-up in springs |52I is initiated. As weights |65 pivot furtheroutwardly in response to further acceleration of member |43, further '35pressure is built up in springs |52, and when a vpredetermined. speed isattained, the plates are brought into non-slipping engagement, and adirect drive is established between shaft and sleeve 85. The parts areso designed, that when 4o the latter condition is reached, the outerextremities of Weights |65 will lie in contact with the face of plate|49, which stops their movementin a definite plane and prevents themfrom exerting further driving force upon'plate |44, '45

The general operation of the secondary clutch mechanism and the primaryclutch mechanism are similar except for their respective rates ofincrease of torque transmission as their actuating members areaccelerated. The facingsremployed in the secondary clutch mechanism havea higher coeilcient of friction than those lemployed in the primaryclutch mechanism, and therefore the increase in the magnitude of thetorque transmitted by the secondary clutch mechanism is more rapid thanthat of the primary clutch mechanism. The rapidity of plate pressurebuild-up 4produced by weights is further .augmented as nal engagementconditions arev approached by the increasing force multiplying ciect oflevers 60 which have an effect similar to a toggle joint. As levers arebrought into positions more' Anearly normal to the face of plate |44,they eiect increasing amplication of the force exerted by 'weights |65up'on plate |44 and the magnitude of 65 the torque transmitted increasesfairly rapidly in comparison with the torque-speed characteristics ofthe primary clutch mechanism.

Operation 70 The operation of 'the mechanism sofar developed will now bedescribed. When driving shaft 5 is operating at a predetermined speed,for example, at a speed corresponding substantially to the idling speedof the prime mover utilized tween shafts 5 and as the primaryandsecondary clutches are disengaged as illustrated in Figure 1. With jawcoupling 56 and latch |36 in the positions shown in this figure,'themechanism is arranged for forward drixe, and acceleration of the drivingshaft causes the automatic power transmitting operations to take place.-

Low speed or torque multiplying `drive As the driving shaft isaccelerated, centrifugal weights 42 fulcrum outwardly in response tocentrifugal force andv cause the primary clutch mechanism to be engagedin the manner previously described, thereby coupling shafts 5 andClockwise rotation of shaft `viewed from the left end of Figure 1through the medium of pinion |0| formed thereon, tends to producecounter-clockwise rotation of planet gears 99 about their axes, assumingthat rotation of |03, to which they are connected, is resisted by aload, or the like. Counter-clockwise.rotative tendencies of planet gears99, imposes a reaction upon internal gear H8, tending to producecounterclockwise rotation of the latter. Counter-clockwise rotation ofinternal gearl ||8 however is prevented by the action of clutch rollers|28, which cooperate with sleeve |1 and member |25 'under theseconditions to lock sleeve against rotation. Planet gears 99 aretherefore caused to planetate clockwise within stationary internal gearH8, which produces similar rotation of cage members 8T and 96, sleeve89, sliding clutch member |09, and shaft |03, upon which the latter issplined. A torque multiplying lcoupling is therefore automaticallyestablished between driving shaft 5 and driven shaft 03, the torqueamplification depending upon the gear ratios utili'zed.

Automatic transition from torque multiplying drive to direct drive Withshafts and |03 coupled through the mediuml of pinion |0| and planetgears 99, as

previously explained, when shaft |03 attains aV clutch mechanism.Acceleration of shaft 03 in this manner causes internal gear ||8 torotate in a clockwise direction, which in turn causes disengagement ofrollers |28 from their wedging disposition between sleeve ||1and member|25.

When engagement of the secondary clutch mechanism is complete, Ashaftsand |03 rotate in unison, and internal gear ||8 is also given a likerotation because planet gears 99 do not rotate about their axes at thistime in` -view of the fact that they are journalled in cages 91 and 96and mesh with pinion |0|, .which are stationary with prime mover fromthe load for the purpose of alrespect to each other.

When operating a vehicle provided with an automatic transmissionmechanism of the character described in direct drive, all that isnecessary to bring it to a stop, is to release the accelvthere-with,there is no driving connectioirbebecause the throttle is usually closedunder these conditions. This tendency of the engine causes pinion |06 toresist rotation of planet gears 99 and vthe latter are accordinglyrestrained from planetating, and they rotate in a clockwise direction asviewedfrom the left end of Figure l,

about their respective axes, and cause internal gear 8 to rotate in asimilar direction. As the overrunning clutch will lock gear H8 onlyagainst counter-clockwise rotation, clutch rollers |28 will be shiftedinto their disengaged positions,` and gear ||8 will rotate in itsbearings ||5, 1

thus relieving the gears of all Atooth pressure, the driving connectionwill be broken and the engine will accordingly drop to idling speed,releasing the primary clutch connection between shafts 5 and Il, untilthe engine is again accelerated to a speed corresponding to the engagingspeed of the primary clutch. Although the braking effect of the engineis not utilized after disengagement of the secondary clutch, the vehiclespeed at which centrifugal weights retract is so low that the greaterpart of the braking effect of the engine has' already been utilized.l

'in decelerating the vehicle, and is entirely adequate under normaloperating conditions.' As soon as disengagement of the clutchinterconnecting shafts 5 and occurs, shaft and driven member I1 are freeto idly rotate and may do so under the influence` of shaft |03 actingthrough the gears. lGear ||8 may likewise rotate since it is urged in aclockwise direction by planets 99, so long as shaft |03 rotates.However, under these conditions little or no rotation of planets 99about their axes occurs, depending upon the friction present in thebearings for shaft and gear ||8 respectively.

Y After both clutch mechanisms are released, the vehicle may be broughtto a.complete stop by continued application of the brake mechanism,

' or if desired, the engine may be accelerated, causing Weights 42 Vtoswing outwardly about their pivots thereby -coupling shafts 5 and Pinion|0| will then drive planet gears 99 and the reaction of gears 99 againstinternal gear ||8 tendsto produce counter-clockwise rotation of gear||8, thus causing clutch rollers |28 to lock gear 8 in a' stationarycondition, thereby causing planet gears 99 to planetate, againtransmitting amplified torque to shaft |03. When shaft |03, andconsequently the vehicle, attains sufficient speed, centrifugal weights|65 again swing outwardly about their pivots and actuate the secondaryclutch to again establish a'direct drive between shafts and |03 in themanner previously described.

Manual disconnection of the driring and driven shafts It ls sometimesdesirable to disconnect. the

lowing the prime mover to operate substantially above idling speed towarm up, or for effecting adjustments of the carburetor thereof, iflitis an engine of the internal combustion type. To

by means of a. lever 88|, rigidly secured to shaft E31. Lever it! isoisetat its 'lower end to clear anges lll, andl isprovided with'ashouldered pin' I8?. The reduced portion of pin 82 extends through anaperture in lever itl and has the end thereof swaged over to hold itsecurelyin place. Y.

Secured to lever ist, intermediate its length, by rivets H83 or thelike, is a curved finger ist pro-1 vided with a similar' pin 085. Pinsi8? and me are disposed between fiangesi i i and upon oscillation ofshaft |31 produce axial movement of clutch member (W9 upon shaft 93.

The parts are so designed, that when shaft i371 has been oscillated tobring sleeve 09 with the teeth M2 thereof out of engagement with teethiid formed on cage member 96,-1ever 936 is simultaneously actuated tocause it to be withdrawn from latching engagement with nmember iw. Whenthe parts are arranged in this condition, and the driving shaft isaccelerated, the primary clutch couples shafts 5 and Ilias previouslyexplained, and the resulting rotation of gear till producescounter-clockwise rotation of internal gear i it and clockwise rotationof the cage members and sleeve ttl. Clockwise rotation of (cage memberlil does not produce similar rotation of shaft ldd, due to thedisengaged, condition of clutch member ltd, and driving shaft e mayaccordingly be accelerated to any desired speed without transmittingtorque to shaft litt. If the 'sleeve t9 is accelerated sumciently, thesecondary clutch mechanism will be engaged as previously 'The gearmechanism employed for eecting forward tordue multiplying driveis alsoused to obtain reverse drive. The planet carrier is locked againstrotation when reverse drive is employed, and to this end, the peripheryof cage member di! is provided with a plurality of teeth itt.Cooperating with teeth itt is a latch member itil, which is preferablyformed.- as an integral part of lever llih'en it is desired to shift themechanism for reverse drive, shaft iti is oscillated sumciently to causelatch member idf ,to enter the space betweentwo adjacent teeth lddformed on cage member till, thereby looming both cage members and sleeveil@ against rotation. Oscillation of shaft id'i in this manner ispreferably designed to cause lever1 it@ to be withdrawn from the pareparts arekdisposedinreverse drive position, and

acceleratidn of thedriving shaft causes the primary clutch mechanism toautomatically couple shafts 5 and il irf the manner previouslydescribed, and clockwise rotation of pinion iti, carried thereby,produces counter-,clockwise rotation of planet gears @it about theiraxes.

The axes of planet gears are restrained against movement aomeioplurality of teeth l9l, that are preferablv'inte-I because of theVlocked condition of the cage members at this time. Counter-clockwiserotation of planet gears 99 produces similar rotation of interna] gearH8, and driven shaft E93 to which it is coupled by clutch member it. Inview of 5 the fact that'sleeve 89 is held stationary, the secondaryclutch mechanism is maintained in disengaged or inoperative conditionregardless of to what extent shafts Il and H33 are accelerated inreverse drive.

Amplified motorebmkng E With the presenttpowi" transmittin'glmechanisminstalled in a motor vehiclefor vthe like. direct drive or high gearlmotor brakingl during l5 normal operating conditions is obtained in themanner previously explained. Under some conditions, for example indescending long mountain grades, it is desirable to materially augmentthe action of 'brake mechanism by causing the`mo, mentum of the vehicleto be applied to the engine through the torque multiplying mechanism.Under normal coasting operating conditions, internal gear ,i i8 iscaused to over-run without applyy ing torque to the engine when thesecondary 25 clutch is disengaged and I have therefore provided meansthat may be selectively employed to hold` internal gear M8 stationary atwill. The outer face of internal gear l i8 is provided with a grallyformed thereon. A cross-shaft 'i 92 is journalled in housing l andrigidly carries a latch member 'H93 thereon that is adapted to enter thespaces between teeth ISH and lock gear lit against rotation.

If the vehicle is proceeding with the engine delivering power throughthe torque multiplying mechanism, shaft E92 may be oscillated and latchmember l93 readily brought into locking engagement with teeth l9l,because planet gears 99 react against internal gear [HI8 to cause thelatter'to be brought to rest against the influence of rollers lit underthese conditions. The acceler ator is released after gear i i8 is lockedor latched, l and the engine tendsvto drop to idling speed, but themomentum of the vehicle transmitted to shaft 'ltd causes planet gears 99to planetate Within eEort is thusapplied to the vehicle wheels.

In the event that the primary and secondary clutches are disengaged, andinternal gear lit is over-running, and it is desired to obtain amplifiedmotor braking, the engine is slightly accelerated prior to oscillationof shaft H92. Acceleration of the engine first causes engagement of thepri. mary clutch, and the resulting clockwise rota- ;tion of shaft ilcauses planet gears 99 to react 60 against internalv gear H8 and tendsto produce counter-clockwise rotation thereof. As soon as gear il@ tendsto rotate in a counter-clockwise direction, it is locked by rollers t28,andlatch member H93 may then be readily introduced beg5 tween teeth Hetto lock gear Il i8 against rotation in the manner previously described.

Manual coupling of driving and intermediate shafts ,m When the vehicleengine, or other prime mover is stationary, theV primary clutch isautomatically disengaged and shafts 15 and l i are disconnected.l Whenit is desired to couple shafts 5 and il under these conditions the dashor other suitable control is operated to bring jaw clutch member 56 intoengagement with teeth 5l formed on member 25. If the vehicle is thentowed or coasted to turn the engine over for/the purpse of crank- 5 ing'it, the initial speed imparted to shaft` |03 merelyresults in internalgear ||8 over-rimning in a 4clockwise direction, and since planet gearsA99 planetate about stationary pinion |0I under these conditions,they do.not transmit torque l thereto and shaft I I and |03 are accordinglydisconnected. As the speed of shaft |03 is accelerated in response totowing or coasting the vehicle, member |43 is likewise accelerated, andwhen the speed is suiciently great, the secondary clutchl5 engages anddirectly couples shaf |03 and A direct coupling now exists betwe shafts|03 and 5, and 'the engine is turned over or cranked. When the enginestarts in response to the cranking operation, theA inclined faces fteeth 5l and 55 cooperate to cause jaw clutch memberv56 to becammed ormoved into disengaged position, where it is retained by poppets 58.While I have adisclosed, and prefer to employ inclined teeth in the jawcoupling, it is to be understood that square or other suitably designedteeth may be employed in order to secure a. two-waycoupling fortransmitting torque from shaft 5 to shaft when the primary clutch isdisengaged.

' In Figure 8 of lthe drawings I have disclosed one method of actuatingshafts |31 and |92.'4 Referring to Figure 8, a lever 20| is secured toshaft |31 byimeansof key 202 orthe like and has an apertured member 203swivelled to the end thereof. A control wire 204' is received in member203,

and is retained in adjusted position therein by control wire 209, andflexible housing 2||,'and

in Figure 8, lever 208 is shown in the lposition it assumes when latchmember |93 is disengaged from teeth |9l. v`The dotted lines indicate theengaged position of. lever 208.' 1 i Housings 206 and 2|| form part ofthe Welll 'known Bowden wire control, and are led up to a convenientlocation on the vehicle dash for manipulation by the driver of thevehicle. vIt is to be l'understood that 'these Bowden wire controls,

as well as that employed to actuate member 56,

may be associated with any suitable mechanism for coordinating theiroperation in Iany manner desired. f ,V

It is therefore seen, that with the present drive `mechanism thenecessity. fr a clutch pedal and gear shift lever is entirely dispensedwith, and

the number of controls in the drivers/ compartment of' the -vehiclematerially reduced, a brake pedal and accelerator constituting theentire control mechanism for the normal operatin of the vehicle forforward drive, reverse d rive beingv ob tained by a simple dashcontrolled device.

Due to the smooth operating characteristicsof the primary automaticclutch mechanism, and its ability to smoothly transmit torque eilcientlyunderslipping drive conditions, if called upon, it could in fact be'employed to'` directly couple shafts 5 and |03, and would stand up underthese conditions in view of Athe character of the facing materialemployed therein and the heat dissipating capabilities thereof.Therefore, the ratio ofl the gearing interposed between shafts and |03may have a fairly low multiplication and yet permit the vehicle to bestarted on steep grades with 'i This is a particularly desirable 5perfect ease.- characteristic for the reason that when the vehicle isbeing accelerated through the intermediary "of gears 99 and |0I,v therelative speed of shafts and |03, is not excessive and when shaft |03reaches suillcient speed,` and the secondary clutch operates, 'thelatter isnot called upon to bring two shafts into synchronism that .arerotating at widely variant speeds, and it therefore A can smoothly andeiciently perform the functions required. 15 'While themechanism shownprovides only a. single gear reduction, which is entirely satisfacn toryin a lightvehicle of the pleasure car class, it is to be understood thatin heavy1 duty vehicles,

such as trucks. busses, rail cars and the like,'20

two or more of the transmissionA units disclosed. wouldbe disposed inseries behind a single primary clutch to give two or more gearreductions, and in such case the centrifugal weights of the l rstsecondaryclutch mechanism would be solde- 25 signed as to move into fullengagement considerably before the centrifugal weights dt' the secondsecondary automatic clutch mechanism' came into play, so that a directdrive would be established -between the ,shaft coupled by the 30 flrst'secondary automatic clutchl mechanism while torque is transmittedbetween the shaft coupled by the secondary clutch mechanism through thegear reduction. In such a power transmitting mechanism final 'conditionsare 35' reached when the primary automatic .clutch mechanism and all of.the secondary automatic clutch mechanisms are fully engaged and a directdrive is established from the engine to the rear wheels of the vehicle.

While I have disclosed and prefer to employ centrifugal mechanism forcausing engagement f the primary and secondary automatic clutchmechanisms, it is to be understood that any suit-y able speed-responsivemechanism for) bringing 45 relatively rotating shafts into synchronismmay be substituted for` the primary and secondary clutches heredisclosed and an operable mechanism obtained, forinstance, iluidactuated means,

such as an expansiblechambex', could be incor- 50 porated-betweenautomatic plate 22 and'reaction plate 26 .of the primary clutchmechanism to cause automatic plate 22 to clamp driven member I 1 betweenit and the flywheel, and such fluid could be supplied to the chamberunder sures that would be proportional to the speed of ldriving shaft'5, for instance, by a pump driven thereby. The secondary clutch c'uld besimilarlyk" actuated, fluidJ being supplied therefor at pres-,. suresproportional Inv practice the secondary or direct couplingf clutchoperated byweights |66 is preferably designed-so that completeengagement thereof is mately ten to twelve percent or less, `or approxilmately one tenth of the speed difference in which slipping driveconditions exist in the primary 70 clutch so that the opportunity forprolonged slipping during load-\conditions under which thedirectcoupling clutch is in slipping drive engagement as might occur underunusual conditions in practice, is reduced to a minimum. 75

t pres755 tolthespeed of rotation or 9 attained comparatively rapidly,and full 'engage- 65 ment occurs with a speed dierence of approxi-Referring yto the novel power transmitting mechanism illustrated inFigure 1 of the drawings, the secondary automatic clutch mechanismoperates solely in response to the speed of rotation of shaft |03, whichmay, for allpurposes, be

considered as the nal driven shaft because the torque amplifyingcoupling is disposed between it and the primefmover.' The secondaryclutch mechanism may be so designed as to operate in response to thespeed of shaft l I, and this organi-f zation is intended to be embracedby the presentr disclosure, because, in view o f the fact4 thatit. in`such an event would be carried by intermediate shaft il, which isdenitely coupled with the driven shaft through the interposed gearmechanism, it would therefore operatel proportional to the speed of thedriven shaft. 'This is a highly desirable feature for the reason thatoperation of such secondary clutch mechanisms is entirely independent-ofthe speed of rotation of the prime movengbut is dependent. upon thespeed ofthe final driven shaft, and, since the-speed of the nal drivenshaft or the load .is the 'essential factor in the operation of thesecondary automatic clutch mechanism, such operationv should take placewhen the load has `been accelerated to a speed where the prime mover'has developed sufcient'power to cause further accelerationof the loadwithoutv the aid of torque amplifying mechanisms. Therefore secondary)clutch operation should not depend solely upon the speed of the primemover, but should be correlated with the speed of the load and the primemover.

Moreover the present organization allows the holdback springs andcentrifugal 'weights of the Y secondary clutchmechanisms to be ofsubstantialy similar design to those employed in the primary clutchmechanism, whereas, the secondary clutch mechanism were dependent upon,

n and wholly responsive to the speed of the prime mover, it would benecessary to speciallydesign the springs and weights for operation at ahigher speed than that of the primary automatic clutch .mechanism drivenby the prime mover. Otherwise, upon acceleration of the prima mover,both clutch mechanisms would operate almost simulllsh a slippingtorquetransmitting coupling between the prime mover and the intermediateshaft as previously explained. Rotation of the intermediate shaft,through the medium ofthe interposed gearing, causes an amplified torqueto be transmitted ,to the driven shaft. Through the slipping drivecoupling existing between the 4'prime' mover and the load, the primemover is allowed to accelerate and operate emciently on a relativelyhigh point onl its speed-torque curve to develop adequate power to startthe vehicle, even through the interposed gear mechanism may'A have onlya low torque'amplication. `During this operation, the secondary automticclutch n mechanism is inactive since'it relies for its actua,-

tion upon the speed of the load, and the only connection existingbetween the prime mover and its load is that established by'theinterposed gearing, which supplies suiiicient torque amplifh l 1 cationto enable the engine to effectively handle the load under theseconditions.

By way of a concrete example, assuming that the novel transmissionmechanism herein disclosed is incorporated in a motor vehicle, and thetransmission gearing has a reduction of 2 to 1, the primary Iclutchmechanism initiates operationv at an engine speed of 500 `revolutionsper minute, completing its operation at an engine speed of .1000revolutions per minute a non-slipping drive with torque amplification isthereby established. l vbetween the engine and the rear wheels when theengine is operating substantially at 1000 revolutions per minute. With`normal rear axle gear ratios; this results in a vehicle speed of 10milesv per hour, although it is to be understood that completion ofprimary clutch operation may take place at a higher 'or lower vehiclespeed, depending upon whether the vehicle is ascending or descending agrade or proceeding on a level sur- 20 face.

'Under these.- conditions the secondary clutch mechanism, due to thefact that -it'is actuated in accordance with the speed of the drivenshaft and vehicle 'wheels coupled thereto, may be designed 25 to operateto directly couple the engine and rear wheels to any desired vehiclespeed, for instance lmilesper hour, and such operation is thereforeentirely independent of speed uctuations of the 30 engine.

On the other hand, if the secondary automatic clutch mechanism wereresponsive to the `speedvof the driving member and was designed toiniti-,

ate operation at a vehicle speed of 15 miles per hour, corresponding toan engine speed of 'i500 revolutionsper minute, and to complete itsoperation at 180o 'revolutions per minute, this would not result in avehicle speedof i8 miles per hour, because a direct drive wouldthen beestablished, and the engine speed of M00 revolutions per ute wouldresult in a vehicie'speed of 36 miles per hour.v lTherefore, withmechanisms wherein, both'primary and secondary clutch mechanisms areresponsive to the speed ofthe .driving members, a slipping driveisinitiated at a vehicle speed of l5 miles per hour and is notterminated until the speed of 36 miles per hour is attained, therebyedecting a' direct coupling between the driving and driven members onlyafter an extremely prolonged slipping operation. Accordingly, while imay make 4both the primary and secondary lclutches responsiire Vto thespeed of the driving member and such,constructions are within the scopeof my invention, the preferable form of my inventionutilizes mechanismswherein the primary clutch mechanisms areresponsive to the speed of thedriving member, and the secondary clutch mechanisms are responsive tothe speed of the driven member. y

Although I-have disclosed, and prefer to employ planetary gearmechanisms in connection with 'the power transmitting mechanismillustrated, it is to be understood, that if desired a countershaft anda suitable gear organization may be employed for obtaining a torqueamplidcation between the prime mover and theload, and an over-runningclutch or the like incorporated in one of the gears or shafts so thatthetorque amplifying coupling will be automatically .disconnected whenthe direct coupling operation between the intermediate and driven shaftsis initiated. Such countershaftorganization may.'

if desired, be also provided with a sliding gear cooperating with anidle gear for imparting reverse rotational efforts to the drivenishaft..f

hub |5a and driven disc I1 for the purpose of dampening out torsionalvibrations that may be set up in the crankshaft of the prime mover, andalso for improving the engagement characteristic of the primary clutchmechanism. This vibration dampener may consist of any suitable devicethat has operating characteristics adapting it for this purpose, but itis preferably constructed in accordance with the disclosure ofco-pending application, Serial No. 672,364, ledMay 22, 1933.

'I'he cover member 25a in this instance is slotted at 120 intervalsaround its periphery and the metal adjacent each slot is bent or formedto provide recesses 2 I 1. The bent portions 2 |8 of cover 25a aredesigned to form stops 2 I9- for weights 42.` Automatic plate 22a andreaction plate 28a are provided with lugs or ears 22| and 222respective- 1y which seat in recesses 2|1 and lie in driving engagementwith portions 2I8 of cover 25a.

The pressure spring assemblies in this form of the invention are of asomewhat modified character and each of them consists of a compressionspring 223 seatingv against reaction plate 28a.

. The other end of spring 223 is received in, and

seats against the bottom of a flanged cup 224 located in an aperture inc'over 25a. A bolt 225 extends through aligned apertures in plate 28aand cup 224 and has a castle nut 226 turned thereon. Nut 226 is held inadjusted position on bolt 225 by any suitable means, such as a cotterpin 221 or the like. Plate 22a is provided with countersinks 228 whichreceive the heads of bolts 225.

Teeth 54a, are formed in an annular plate 229 secured to the rear faceof cover 25a, and cooperate With teeth 55a formed in jaw clutch member56a in the manner described in connection with Figure l. Member 56a isalso provided with internal teeth 233 which are adapted to mesh withksplines 234 formed on sleeve 235. Sleeve 235 is rotatably mounted uponshaft I and is restrained -'against axial movement thereon by rings 236which are held in place by split rings 231 sprung into grooves in shaftII. Hub |6|a is internally splined and mounted upon sleeve 235.

Flange |4| of sleeve 89 is provided with anA annular vgroove 238 whichis adapted to have any lubricant that may leak past oil-returninggrooves 94 `centrifugally deposited therein. A plurality of i radialpassages 239 are formed in flange |4| and communicate with groove 238. i

Passages A239 are adapted to convey lubricant that may be contained ingroove 238 away therefrom. This lubricant interceptor causes any excesslubricant to be deposited in the housing in tively. Plate 242 isprovided with a recess 243, and the entire assembly is held in place bya split ring 244 which is sprung into a groove in member 6 and whoseends terminate in spaced relation so as to be ush with the Walls-of re-5 cess 243. In this instance the configuration of v housing I ismodified so that the bottom wall thereof is contiguous with support H6.

In this form of the invention, lever |8|a performs the functionseffected by levers |36 and |8| shown infFigure 1, and to this end isprovided With an integral latch portion 246 which cooperates withnotches |21 of member |25. Lever |8|a is also provided with -an integralkey 241 that seats in a keyway formed in shaft I31a.

The secondary clutch mechanism employed in this form of the invention issimilar in function to that previously described, but is constructed ina somewhat different manner. Member I43a is designed to provide anannular recess within which the mechanism is disposed. Secured to member|43a by bolts |42 is an angular member 25| which provides a cone face252. Driving disc |63a is dished to bring the inner facing |64 thereofinto cooperating nesting relation to face 252. 25

Automatic plate |44a has an inner cone face 253 for cooperation with theouter facing |64 of disc |63a, and is provided with lugs 254 disposed atintervals about its periphery. Each lug 254 is disposed between and isin driv- 30 ing engagement with a pair of ears orlugs 255 formed on theinner wall of cover member |53a. Cover |53a is threaded into member|4311 at 256, and is retained in adjusted relation therewith by a capscrew 251 threaded into member |43a, 35 Screw 251 is' provided with areduced portion -253 that is adapted to be selectively positioned in oneof a plurality of recesses or notches 259 located in the periphery ofcover |5311, to hold the latter in adjusted position. Lugs 255constitute stops to limit movement of reaction plate |49a toward member|43a, and reaction plate I49a is provided with recesses 26| coincidingwith lugs 255, to facilitate insertion thereof into the mechanism. Inassembling the device, reaction plate I49a isin'serted in cover |53awith notches 26| thereof aligning with lugs 255 of cover |53a. After thereaction plate has been inserted past lugs 255 it is rotated to bringapertures 262 therein into alignment with apertures 263 located in cover|53a. i

A plurality of centrifugal weights i65a which 'are similar to weights 42of the primary clutch mechanism, have their lever portions extendedthrough 'aligned apertures 262 and 263 in reaction plate |49a and cover|53a respectively and cooperate with recesses 264 in plate |441; tocause actuation thereof in a manner similar to that of the automaticplate in the first. form of my invention. Weights |65a stop against lugs60 formed in cover member |53a.

'I'he pressure springs |52 in this form of the invention react againstthe bottom of anged cup members 266 located in apertures in cover |53a,While hold-back bolts |56, and springs |58 65 carried thereby extendthrough apertures in the bottom of c'up members 266.

Due to the fact that automatic plate |44a in the present mechanismfrictionally grips or 7o wedges the driven member between it and member25|, a comparatively slow pressure build up between them produces afairly rapid increase in the magnitude of the torque transmitted fromshaft to member |43a. Therefore,(substan- 75 tially the same resultiseffected, as that ob- 'tained with the .force multiplying or togglestructed of spring steel and is designed to have sufficient inherentresilience to rmly grip face 269 when itis not underthe influence of theexpanding mechanism to be presently described.l

One end of band 2li is looped over and anchored to the reduced extremity212 of one of the cap screws 173 employed to secure bearing support 82awithin the housing. Band 2li preferably consists oi three convolutions,disposed side by side on the outer face of internal gear 'l it, and theother end thereof is provided with a radially extending portion or:linger 2id that is disposed in a recess 2lb formed in housing i.

APortion 2M of band 2li is adapted to cooper-n ate with a cam 2li@formed on a shaft Elli journclled in housing l. In Figure 12, the brakedition. v

Shaft 2li! is provided with a reduced portion blt. A cap screw 2li isthreaded into housing i d its tapered extremity loosely engages in por-vtion 2lb of shaft 2li to hold the latter against :mail displacement andyet permit oscillation thereof. Cap screw 2179 is locked againstrotation by means of a wire itl, extending through an aperture in thehead thereof, and sec z :M to a lug 2t@ formed on housing la. Shaft lilais ewise provided with a reduced portion @t3 which is engaged by a capscrew tilt rfor leg it against axial displacement.

Sts l'lc and 2li] protrude from housing la and are actuated oroscillated in a nner to be presently set forth.

, With internal gear il@ ,rotating in the tion indicated in Figurel2osci1lation ot shaft llll -brings the hat side of cam 2li@ intocooperation with finger 2id, and band 2li, due to its inherent tendencyto contract, frictionally grips face tot and causes deceleration oiinternal gear liti. v"ilhe frictional action oi tace 265i upon band 2litends to cause band Elli to wrap itself around or more o: grip face ttt,therefore no positive contracting mechanism is required to cause band.2li to grip iace 2th to emciently bring internal gear to rest, and theactuating torce applied to shaft 2li accordingly need only be ot Securedto shaft itt, by means oi a nut 2te, is a sleeve ttl.' to which auniversal joint or the like is adapted to be secured in well knownmanner.

. Also secured to sleeve 290, as by spot welding or the like, is a brakedrum 292, which is adapted to `cooperate with any well known type ofbrake mechanism, (not shown), and y be employed to decelerate the loadhandled by the transmission. l

employed with the centrifugal is shown indisengaged or exded con-Operation By properly shifting clutch member- 56a' into 'engagement withthe splines of sleeve 235 or into engagement with teeth .54a of cover25a, and oss cillating shaft I31a to bring the latch members carriedthereby into forward drive, neutral or reverse drive positions, all ofthe operations, with the exception of the amplified motor-brakingoperation, described in connection with the lo mechanism disclosed inFigure 1 may be readilycarried out in a similar manner, and thereforethe description of these operations will not be repeated. Amplifiedmotor-braking In the event the vehicle in which the mechanism isinstalled is starting to descend a long mountain grade, or likeinstance, and the transmission is operating in direct or indirect drive,and it is desired to augment the vehicle brake mechanism by the brakingeffect of the engine,` as ampliiied by the torque'multiplying mechanism,jaw clutch member 56a, is shifted to bring its teeth out of mesh withsplines 23d, and shaft @il is oscillated to cause band 2li to bringinternal gear vlit to rest. These operations are preferably effected inthe sequence given.

v In the event that the secondary clutch is engaged, operation of member5ta in this manner disconnects the direct drive that exists betweenshafts il and itt through the secondary clutch. On the other hand if thesecondary clutch is disengaged, operation of member 5ta merely preventsengagement of the secondary clutch mech-` anism from establishing adriving connection between shafts il and ltd. Deceleration ofinternalgear lit causes planet gears it, which were previously rotatingas a' unit in a clockwise direction with internal gear l it, to commenceto planetate clockwise within it. Clockwise planetation of gears il@causes them to drive pinion mi, and the prime mover coupled therewiththrough the primary clutch.' in a clockwise direction, imparting a speedof rotation thereto that is greater than that of shaft itt. Wheninternal gear lit is brought to rest under the lnuence of brake band2li, a

y to engine idling speed under such conditions.-

In the event that the vehicle, in, descendingr a grade against theinuence of the amplied braking effect of the engine, attains sucient wspeed, the secondary clutch mechanism will automatically engagabut suchengagement is ineffective to establish a directdriving connectionbetween shafts il and itt because shaft il is disconnected from drivingmember itta at this time, and the mechanism in fact behaves as thoughthe secondary clutch were absent. A Should an up-grade be encounteredwhen the mechanism is operating in this manner, the engine throttle maybe opened and the vehicle ,m driven thereby through the torquemultiplying mechanism. i

When it is desired to re-establish the normal operating condition of themechanism, shaft 2li is oscillated to ed band 2li and withdraw w it fromcontact with face 269, and jaw clutch member 56a is shifted intomeshing'cooperation with splines 234. Internal gear H8 is accordinglyagain free to rotate, and thesecondary clutch is again renderedoperative to couple shafts II and |03 when the speed of the latteris'properly correlated with that of shaft 5.A

Permanent'torque multiplying coupling operation anism, at speeds inexcess of' that corresponding to secondary clutch engagement speed so asto avoid improper and undesirable slippage of the latter. i

Member 55a, is shifted, and shaft 211 is oscillated, in precisely thesame manner described in connection with the motor-braking operationjust described. Under these conditions, shaft |03 may be acceleratedthrough pinion |0I,

planet gears 99, and stationary internal `gear |I8,-

t under these conditions, it is superfluous insofar as forward drive isconcerned, because, as has been previously explained, clockwise rotationof pinion |'0I causes planet gears 99 to reactagainst and tend toproduce counter-clockwise rotation of internal gear H8.Counter-clockwise rotative tendencies of internal gear H9 causes rollersto lock it against rotation. Member 58a and shaft 211 may therefore beseparately operated, memi ber 56a vonly being actuated for the operationjust described, but'they are preferably interconnected for th purpose ofsimplifying the design ofthe control mechanisms therefor.v Band 21|underthese conditions, restrains movement of gear IlB in a counter-clockwisedirection, and therefore` should a reversal of drive occur, and shaft603 tend to .over-run with respect to shaft i I, when the parts aredisposed in this position, amplifiedmotor braking is obtained. Operationof the brake'for theinternal gear and the coupling for 'the secondaryclutch simultaneously in this manner therefore provisions the mechanismfor permanent low gear operation, andA at thesame time -provisions itvfor amplified motor' braking and the control mechanism may accordinglybe simple in design. f l However, should it be' undesirable, in theparticular 'type of drive involved, to apply a braking influence to gearHB when the secondary clutch is disconnected for obtaining a permanent itorque multiplying drive, member 56a and shaft f211 may be independentlycontrolled, and it is to .be understood that this method of theircontrol is also embraced by the present invention.

Referring now to Figure 14, I have disclosed one form of mechanism thatmay be employed to control the actuating elements of the mechanism justdescribed. ,With vcontinued reference toA i this ligure, a lever 293 isrigidly secured to shaft I31a and carries a swivelled member 294. Acontrol wire 295 is received in an laperture in membei` 294 and issecured therein by means of a set screw 296 or the like.. vControl wire295 1S en:

' closed in a flexible housing 291 and is led up to a convenientoperating location and is provided with an actuating knob 298. A i

Knob 298l is shown in Figure 14 in neutral position. When reverse driveis desired, knob 298 is pulled out into the dotted line position, andthis actuates lever `293 into Vits dotted line reverse position. Duringnormal driving operations, knob 29B is disposed in its inner dotted lineposition, and lever 293 is disposed in its forward dotted Vlineposition. Means are preferably provided in the upper end of housing 291,(not shown) for yieldingly holding wire 295 in its three operativepositions and prevent `inadvertent lmovement thereof. f Secured tocam-shaft 211 is a lever 299 that Apivotallycarries a link 300. Link 300i's pivotally connected to one arm of a lever 30 I, and the latter ispivotally supported on housing Iva in any desired manner. A tensionspring 302 is connected to lever 30| and is attached to a bracket 303,and the latter is secured to housing Ia or any other stationary part ofthe mechanism or vehicle.

The vother' arm of lever 30| is formed as a-cam finger and cooperateswith a cam 304 which` is secured to a shaft'305. dShaft 305 is supportedon housing Ia in'any suitable manner and rigidly carries `a lever; 306thereon. Spring 302 urges lever 30| into contact with cam 304 at alltimes. A Bowden wire control, designated generally as 301, is connectedto lever 306 and to a swivelled member 308 mounted on a4 lever 309, andthe latter is pivotally supported upon hoing Ia. -Bowden control wire1I, for actuating sliding clutch member 56a, is also secured to a member3|0 which is swivelled in lever 309. Lever 309 is actuated by means of amaster Bowden wire con' trol assembly designated as 3i2, and actuatingknob 3|3 thereof is adapted to be actuated into three differentoperative positions.

With control knob 3I3 ,disposed in its full line (intermediate)position, wire 1| is disposed so as to position sliding clutch member56a in its intermediate position. Underthese conditions, lever 30|assumes its full line position, and the parts are so designed, that whenlever 30! assumes this position, cam face 216, (Figure 12) will be sodisposed as to allow band 21| to contract and frictionally grip theouter face of internal gear -|I8. Accordingly, when the parts aredisposed in `their full linepositions, the mechanism is provisioned foroperation through a permanent torque.

multiplying connection.

/positiom through lever 309 and wire 1I, causes clutch member 56a tomove to the right, (Figure 9) and bring its teeth 233 into engagementwith splines 234.. Movement of lever 309, through Bowden wire 301,causescam 304 'to rock clockwise and allow spring 302 to actuate lever 30| andlink 300;'and rock cam shaft 211 so as to disengage band 21| from theface of internal gear I I8. The parts of the4 transmission are nowdisposed in the positions in which they are shown in Figure 9, and thedevice is provisioned for normal automatic driving operations.

lWhenknob 3|3 is pushed from its intermediate into its inner dotted-lineposition, clutch member 56a is moved into'engagementwith teeth 54a l ofcover 25a and shafts 5 and I are thereby manually coupled. Movement yofknob 3|l in this manner, through lever 309,` Bowden wire 301 and leverY306, causes cam 304 to rock counterclockwise and allow spring 302 tooperate cam shaft aoeaeio and in Figure 14A, I have illustrated one wayin l which this may be effected.

Referring to'Figure 14A,y cam 3mm is so designed that it maintains band2li lengaged with gear H8 when knob :M3v is disposed in its intermediate.and inner positions. Cam 39de is shown in the position it takes whenknob 3l3 .is disposed 3l3 from its intermediate into its inner positionbrings a, different portion of cam face 3M into contact'with lever 3M,but in view of the fact that face 3M is part of an arc swung about shaft305 as an axis, suchmovement does not rock lever 3M, and brake band 2liis accordingly maintained in engagement 'with the outer face of internalgear lid. Y

Althoughll have disclosed, and prefer to utilize a planetary gearmechanism employing an internal gear cooperating with the planets, it isto be understood, that planetary spur' gears may be used throughout,`(i. e., a spur sun gear, groups 'of spur'planet gears, ore gear of eachplanetary group meshing'with a spur type ring gear, and one gear of eachplanetary group meshing with a spur type driven gear), without departingfrom the spirit of the present invention, and the appended claims areintended to embraceqmechanisms of this character." It is alsocontemplated that the gears may be'designed to provide any ratio desireddepending upon the degree of torque in its intermediate position.Movement of knob extreme left-hand position. /Under thesecondimultiplication desired, or whether a torque multi-l plying or speedmultiplying edect is required, according to the use to which the mechafw. is to be put. l l f Referring to Figures 15 and i6 of the drawings,I have disclosed a modified primary-secondary clutch organizationassociated with the transmission mechanism illustrated in Figure 9.

The primary clutch mechanism is exactly lar to that disclosed inco-pending application Serial Number 669,179 led March 9th, 1333 andreference may be had thereto fora full disclosure of the structureinvolved.

.draws `Weights Miha'. linwardly to their neutral `The primary clutchmechanism is associated with the iiywheeland shaft structure illustratedin Figure 9, and briefly statefdlit consists of an automatic plate 322,a reactionY plate 333, een trifugal weights till, pressure springs3222i, and throwout levers 33t, the latter being adapted to withdraw theautomatic and reaction plates away from the driven member against theinuence oi springs 325. When the inner ends of levers 33@ are disposedin their left-hand position, the 'mechanism is declutclied regardless ofwhether or not the centrifugal weights have separated the automatic andreaction plates. iihen the inner ends of levers 326 are ldisposed intheir midposi tion, the reaction plate and automatic plates are disposedin automatic position, and clutch operation is eiected under theseconditions in'accordance withthe speed of shaft 5 in the e iran-g ner asin the primary clutches previously deits enging. pressure iscomparatively low with produce clutchv engagement regardless of thespeed of shaft 5. Actuation of levers 326 in this manner is effected bythe following mechanism. In this form of the invention, hub 86m of thesecondary clutch is splined directly to shaft il and rotatably mountedupon a sleeve splined to shaft il, is a sleeve-like, support 328, towhich ballhthrust-bearing assemblies 329 and 33| are secured in anysuitable manner. The face of bearing assembly 329 is adapted tocooperate with' levers 326, and in Figure-15 is shown as holding thelatter in automatic position. Bearing assembly 33t is adapted tocooperate with levers 332 that are secured to -weights ltaof thesecondary Y clutch 'mechanism by cap screws 333 or the like. Thesecondary clutch is illustrated as disengaged in;` Figure 9, and bearinglassembly 33H; in being 'spaced from levers 332 accordingly allowsweights H6511 to fulcruni outwardly yin response to rotation of memberslll3a, and produce clutch engagement y I in the manner previouslydescribed.,

Sleeve @2t is preferably capable of assuming' three positions, and inFigure l5 it is shown in its tions bearing assembly 32u holds levers 32din their automatic positions. `Another position adapted to be taken bysleeve 328is to. the righty of, and with bearing assembly 33H incontactwith levers 332 when vthe latter are in the positions' shown inFigure 15. The primary clutch is manually engaged under these conditionsand the secondary clutch is manually disengaged, or inhibited fromautomatically engaging in response to rotation of member Mita. The thirdposition taken by sleeve 32 is intermediate the right and left handpositions and under these lconditions the primary clutch is manually'engaged, andL bearing. assembly 33H is spaced suihciently from levers332 to permit engagement of the secondary (slutch to be eiected inresponse to centrifugal orce.-

When the secondary clutch `is engaged and sleeve 328 .ismoved'into itsright-hand position, caring assembly 33B engagesy levers 332 ,and

positions ,against the iniuence of centrifugal force, and therebyproduces disengagement vof the secondary clutch. In View ofthe fact thatthe secondary clutch is essentially of the cone type,

respect to that of the primary clutch; and weights ittici mayaccordingly be of small mass. The centrifugal torce developed in weights865e therefore is not excessive at i,normal operating speeds and theymay accordingly be manually operated without AIt is to be understood,how ever, that ii desired, the secondary clutch, brits. declutchingmechanis, may take the form of that embodied in the primary clutch,wherein the* declutching operation does not involveretraction 'w of theautomatic Weights 32d,i but merely effects retraction of the. automaticand reaction plates .against the action of springs 325. Y' .it should beobserved, that when sleeve 328 is disposed its right hand position, foreffecting disengagement of the secondary clutch, br for inhibiting itsyautomatic engagement in response .to rotation of member Mega, bearingassembly B2i is shifted to allow manual engagement 0f the Plir maryclutch. This is 'not a disadvantage because action plate 323 into suchposition astio cause automatic plate 322 to grip-driven member il bewhenit is desired to manually declutch the secondary clutch mechanism, thevprimary clutch* mechanism usually has already beenautomatically engagedthrough the action of weights 32e 75

